Charge-mixer for internal-combustion engines.



Patented May 28, |90l. C. H. BRYANT. CHARGE MIXER FOR INTERNALCONIBUSTION ENGINES.

(Application filed Aug. 28, 189B.)

2 Sheets-Sheet l.

(No Model.)

ma mms zum cm PHOTO-MTW.. wngmm'ou. u. c.

No. 675,348. Patented May 28, I90I. C. H. BRYANT.

CHARGE MIXER FOR INTERNAL COMBUSTION ENGINES.

(Application led Aug. 2B, 1898.)

(No Model.) 2 Sheets-Sheet 2.

fig. z.

THE Ncnms PETER! co. nwo-urne.. wAsHmaTnN. o n.

UNTTED STATES4 ATENT :fi-Trice.

CHARLES HENRY BRYANT, OF IIONDON, ENGLAND, ASSIG'NOR TO JOHN FORREST I/VALTERS, OF TWIOKENHAM, ENGLAND.

CHARGE-MIXER FOR INTERNAL-COMBUSTION ENGINES.

SPECIFICATION forming part of Letters Patent No. 675,348, dated May 28, 1901.

Application led August 23, 1898. Serial No. 689,340. (No model.)

To @ZZ whom, it' may concern:

Be it known that I, CHARLES HENRY BRY- ANT, engineer, of Chiswick Mall, London, Middlesex county, England, have invented certain new and useful Improvements in or Relating to Internal-Combustion Engines, (for which application has been made in England, No. 27,484, dated November 23, 1897,). of which the following is a specification.

This invention relates to internal-combusordinary gas-engine-that is to say, the oil is vaporized and intimately mixed with atmospheric air in order to produce an explosive mixture. The lighter oils naturally lend themselves to this mode of treatment better than the heavier hydrocarbons, one of the chief difficulties with the latter being that the combustion is incomplete, and consequently a considerable deposit is formed in the cylinder and combustion-chamber. In oil-engines working upon these old lines it is necessary to employ a very high temperature to obtain complete vaporization of the oil, and reliable ignition can as a rule only be obtained by the use of an electric spark or incandescent ignitin g device. The action which takes place in my engine is quite different from this, for instead of seeking to obtain an intimate mixture which upon ignition produces a sudden explosion I bring a body of air which has been saturated with hydrocarbonordinary petroleum, for instance-into frictional contact with another body of pure air. Such contact under a low compression and at a comparatively low temperature has been found to result in a slow combustion, not a sudden explosion, and thus the energy derived from the gas is regularly imparted to the piston during the time occupied by the stroke. Moreover, the combustion of the hywith finely-divided oil, and this saturation may be, and preferably is, largely mechanical, although assisted by heat.

The ignition, produced, as stated above, by frictional contact between the two bodies, is aided by the compression and naturally starts at the hottest point, which is the pulverizingchamber. It is found that when the amount of compression and the quantity of oil admitted at each charge have been regulated the engine will run with extreme precision and regularity, and premature ignition-a very common fault in the elder forms of oilengines-is practically absent. This is no doubt due to the low temperature at which the engine Works. p

In order that the details of construction of my engine may be clearly understood, I will proceed to describe the same specifically, reference being had to the accompanying drawings, in which- Figure 1 is a vertical section of a portion of one construction of engine according to this invention, and Fig. 2 is an elevation at right angles to Fig. 1 and partly in section on the line 2 2 of that figure.

Like letters indicate like parts throughout the drawings.

A is a cylinder, jacketed, as at A', and having an upper portion or extension A2, which serves as a combustion-chamber. B is the piston, O is the exhaust-outlet, and D is the air-inlet valve, spring-controlled, as at D. The air-inlet valve operates in the upper part of the combustion-chamber A2, air being admitted to the back of the valve through the pipe E.

Upon one side of the combustion-chamber A2 a pulverizer F is provided. It comprises a hollow vessel F, provided with internal ra- IOO diators F2 and divided for a portion of its length by a diaphragm F3, this diaphragm extending into the upper part of the combustion-chamber A2 and being bent upward below the air-inlet valve D. Baffie-blocks Fl1 are mounted upon the diaphragm F3 inside the pulverizer F, and an oil-inlet nozzle G is passed through the upturned end of the diaphragm F3, so that oil which is pumped through the pipe G issues from the nozzle G and impinges upon the baffle-blocks F4, thus being very finely divided or pulverized. The oil is introduced at the same time that air is drawn in through the inlet-valve D. The oilinlet pipe G may conveniently pass through a water-jacket, as at A3, and this jacket A3 may be in communication by means of a suitable Dipe with the jacket A/ of the cylinder A.

It is to be understood that thc accompanying drawings show merely the general arrangements of the engine and not the precise dimensions or proportions of the various parts.

The operation of this engine is as follows, assuming it to be adapted to work upon the Otto cycle: Combustion having taken place, the piston B is urged downward and returns, sweeping out the products of combustion through the exhaust-opening C. Upon its next downstroke air is drawn in through the air-inlet Valve D and is divided into two portions by the upturned end of thediaphragm F3. One portion passes around the pulverizer F, as indicated by the arrows a, Fig. l, taking up on its way its charge of oil, which is injected through the nozzle G. It then passes down into the cylinder A. The other portion of the air passes upon the other side of the diaphragm FS straight into the cylinderA, as shown by the arrow l), Fig. l. These two portions do not intimately mix. Upon the next upstroke of the piston B the two portions of the charge are compressed into the chamber A2 and combustion takes place where they meet in the pulverizer F. Under the action of the ignited charge the next workin g outstroke of the piston B takes place, andthe operation is repeated. To start the engine, the pulverizer is preferablyheated to a slight extent, which may be done in any convenient manner; but, if desired, the engine may be started by merely turning it without applying heat to the pulverizer.

It is to be understood that the operation of charging part of the air with the fuel as carried out by the pulverizer is largely mechanical, although it is assisted by the limited heat.

Although the use of oils, and particularly heavy oils, has been mentioned, it is to be understood that other materials sufficiently rich in carbon may be used-such, for example, as acetylene or oil gas or other explosive mixture. Coal-dust may also be employed. Modifications in the coustruetional details may be made to suit the various kinds of fuel.

I claim- A com bustion-chamber having an air-inlet at one end and a laterally-projecting mixingehamber, a bent plate having one limb lying axially of the combustion-chamber and the other in the center of the mixing-chamber, ribs on the Walls of the mixing-chamber and bafi'les on the plate and an oil-pipe extending across the combustion-chamber into the mixing-chamber.

In witness whereof I have hereto set my hand in the presence of the two subscribing witnesses.

CHARLES HENRY BRYANT.

\Vitnesses:

HAROLD WADE, HARRY B. BRIDGE. 

